Hydraulic clutch.



G. C. RICH. HYDRAULIQ CLUTCH. APPLICATION rlgmmmx. 3,1913.

Patented ha -18,1916.

, 5 swans-swim I.

C. C. RICH.

HYDRAULIC CLUTCH.

APPLICATION FILED MAR. 3, 1913.

Patented Jul 18', 1916.

5 SHEETS-SHEET 3.

c. '0. INCH. HYDRAULIC CLUTCH. APPLICATION FILED MAR. 3, 1913. v

Patented July 18, 1916.

' 5 SHEETS-SHEET 4.

C. C. RICH.

HYDRAULIC CLUTCH.

APPLICATION FILED MAR. a. 1913. 1,1 91.231. Patented J111y18, 19.16. I s SHEETS-SHEET 5.

I Snow W01 C. C. Ric/a- CHARLES CLAYTON RICH, OF MOUNT VERNON, NEW YORK.

HYDRAULIC CLUTCH.

Specification of Letters Patent.

Patented July 18, 1916.

Application filed March 3, 1913. Serial No. 751,797.

tain new and useful Improvements in Hydraulic Clutches, of which the followmg 1s a specification.

My invention relates to clutches and particularly to clutchesof the fluid type. v

In my improved clutch as will be here-. after described, operative engagement between the driving and the driven elements is secured by pressure exerted upon a fluid medium inclosed between the said elements. Throughout the following specification I have referred to the compression of the fluid medium between the driving and driven elements for the sake of brevity. While it is true that liquids are practically incompressible, yet where the liquid contains bubbles of air or gas, as in the case of the compression clutch, then the liquid medium may be compressed. In the form of clutch to be described, the, churning up of the liquid tends to charge it witha considerable quantity of air bubbles and this is of particular benefit as it gives elasticitfy to the liquid whereby the shocks due to suddenly applied strains are lessened. To

bee'vact, it is the pressure exerted on and not the compression of the fluid medium whereby the drlving and driven elements are operatively' connected to each other, but I have used the term compresslon as more completely indicating the apparent action of the fluid medium.

The primary object of my invention is the provision of a simple and efiicient fluid actuated clutch, so constructed that the two clutch elements may be entirely disconnect ed from each other whereby to permit the driving clutch element to run free of the driven clutch element, or whereby the two clutch elements may be operatively connected by a compression of the fluid medium to cause them to move in conjunction with each other, and to provide means whereby the clutch elements may be positively or directly connected, thus to relieve strain upon the fluid actuated mechanism of the clutch and to provide for a correspondence in speed between the driving and the driven clutch elements.

A further object is to provide means whereby the fluid clutch .mechanism may be thrown into action prior to the interlocking mechanical or direct engagement between the clutch elements, and whereby this direct connection between the-clutch elements may be thrown out of operative engagement and the fluid clutch elements thrown into operative engagement successively.

A further object is to provide means whereby the relative speeds of the driving" and driven elements of the clutch may be variedto suit any circumstances of operation. A further object is to provide valves for controlling the relief of the fluid medium from. the compression space of the clutch to release to any required degree the hydraulic driving action of the clutch, and inthis connection to provide a plurality of relief valves with means whereby the relief may be graduated, thus reducing the power necessary to relieve the compression of the fluid medium in the clutch.

Still another object is the provision of means whereby air may be admitted into the interior of the rotor chamber to take the place of the fluid medium therein when the fluid is ejected, or whereby this air may be ejected when the fluid medium is drawn into the compression space of the clutch, and further in this connection to so arrange the air inlet duet that relatively little of the fluid medium shall pass into this duet at any time.

A still further object is to provide in con- .,nection with the air duct a valve whereby the inlet of air through the valve to the rotor chamber may be controlled, and further to provide means whereby this valve may be actuated reversely to the action of the valve controlling the inlet of fluid medium into the rotor chamber.

A further object is to provide the outer element with ports for the passage of fluid medium, so constructed and arranged that the wear upon the blades will be equalized along the whole outer edge face of the blades.

A further object is to' simplify the form of hydraulic clutch illustrated in my prior applications, Serial Numbers 653,681 and 653,682, filed respectively on the 9th day of October, 1911.

Other objects will appear in the course of the following description.

My invention is illustrated in the accompanying drawings wherein:

Figure 1 is a perspective view of the ex terio-r of my clutch removed from its engagement with a fly wheel; Fig. 2 is a diametrical section on the line 22 of Fig. 4, the figure also showing: a portion of a fly Wheel in section and the means whereby one member of the clutchisengaged with said fly wheel; Fig. 3 is a fragmentary enlarged section through .the relief valves; Fig.- 4 is a face view, partly broken'away ofthe rotor casing and the rotor; Fig. 5 is an inside face view of the rotor casing detached; Fig. 6 is an outer face view of one end wall of the rotor casing shown in Fig. 4, this view showing the valves in place; Fig. 7 is a diametrical section through the outer member of the clutch on the line 7 7 of Fig. 6, the interior mechanism being removedyFig. 8 is a frag- Inentary perspective view of a portion of the rotor and the blades thereof, one of the blades, its actuating. springs and the follower plate being shown as separated; Fig.

9 is a view showing the mechanical clutch members in perspective; Fig. 10 is a perspective detail view of the relief valves. and the actuating lever therefor; Fig. 11 is a detail sectional view on the line 1111 of Fig. 4; Fig. 12 is a distorted angular section on the 1ine'1212 of Fig. 6 drawn to show the relation of the inlet and outlet valves in the second step of the operation; Fig. 13 is a similar View to Fig. 12 but showing the last step of the .operation and is taken on thesame j larly to Fig. 2,.2 designates the fly wheel of an internal combustion engine, such as is used upon motor cars, this fly Wheel being connected as is usual to a driving shaft 3 actuated by the engine. The'fly'wheel is shown as being formed with a plurality of sockets designated 4,- this being a construction of fly wheel which iscommonly' found on various types ofmotor cars and is intended to provide for the attachment of clutch mechanism to the fly wheel.

' The driving element of the clutch mechanism comprises an outer shell or casing cylindrical in form and closed at opposite ends, this casing being connected'to the fly wheel and being divided into a rotor chamber and what-may be termeda reservoir chamber. As illustrated in Fig. 2, this outer casing is made in three parts, namely, a head plate 5 having an exterior circumferential v circular flange or wall 6, an intermediate partition or septum designated 7 and an outer head or plate designated'8' having a circumferential"circular flange. or wall 9 mating with the circular flange or Wall 6.

The circumference of the plate 7 and the walls 6 and 9 are ribbed at a plurality of points for the passage of bolts 10 whereby the several members of the casing are secured together but the number of the sections or the precise construction of the same received within the sockets 1 so that the driving member ofthe clutch will be rigidly engaged'with the fly wheel and rotated thereby.

The fly wheel is also engaged by bolts 12! It is to be noted that the'head 8 of the exterior casing is annular in form, that is, is formed with a central opening 13 (see Fig. 7) through which the shaft of thedriven element extends as will be later explained.

By reference to Fig. 7 it will befurther seen that the head 5 is formed with a central circular recess 14, for the reception of a ball bearing ring 15 (see Fig. 2). It will 'also be seen from Fig. 7 that the intermediate plate or septum 7 which forms one wall of the rotor chamber has a central opening 16 which is surrounded by an outstanding wall 17 interio-rly screw threaded. It will also be seen that within the base of the wall 17 this septum is cut away as at 18 so as to form an inwardly projecting ledge 19 upon which rests a plate 20 provided with clutch teeth2l', this clutch plate being also annular-in form for the passage of the driving shaft and being held rigidly in place. The clutch plate 20 is formed with radial projections or lugs 20 inserted into recesses formed in the septum 7 (see Fig. 7) andan exteriorly threaded ring 20 is screwed down upon said radial projections to hold the plate in rigid engagement with the septum 7. The walls of the sections forming the casing or outer member of the clutch are formed to provide an enlarged chamber des ignated 22 see Figs. 2 and 4) within which are dispose the valves for controlling the compression relief, and'also provide a chamber 23 to accommodate the valve for controlling the inlet of the fluid medium into the compression space exterior of the rotor. The particular shape of these chambers and the position of their ports will be later de scribed.

By reference to Fig. 7, it will be seen that the casing is divided by the septum 7 into a rotor chamber 24 and a fluid chamber 25, the

chambers 22 and 23 being in the same radial plane as the rotor chamber and radially beyond the same. Disposed withifithe chainber 24 is a rotor designatedgei'ieially 26, the faceview of which is illustrated in Fig. 4. This rotor is circular in form' and is profor each pair of blades, it willbe understood that I may use a plurality of rods for each pair of blades, depending upon the cross sectional area of the blades. Disposed in each recess 27 is a blade 29 which fits snugly 'in the recess and has sliding engagement therewith and the outer face of which is beveled as at 30 so that only an edge of the blade will bear against the interior of. the casing or exterior clutch member. Also disposed in each recess is a plate 31 preferably of approximately the same area as the cross sectional area of the recess, this plate hearing immediately against the end of the corresponding rod 28. Each blade 29 is formed with a socket 32 on its inner face and disposed in these sockets are springs 33 carrying apertured heads 34 at one end which bear against the plate 31. It will be seen that these springs tend to pushthe-blade outward against the inner face of the casing. It will also be noted that when the corresponding rod 28 is shifted diametrically through the rotor, one of the blades will beprojected while the other may be retracted. The heads 34 are apertured as at 34 to prevent fluid from cushioning in the sockets behind the heads.

It is to be noted that While the rotor is cy-' lindrical'in form and is set concentric to the driven shaft upon which it is mounted as shown -in Fig. 4, the inner face of the rotor chamber is eccentric to the axis of rotation of the rotor. This is plainly shown in Fig.

4. It is this eccentricity of the rotor chamber relative to the rotor that causes the pro- Y jection and retraction of the blades and se cures a compression or choking'of the flui medium whereby a greater or less unitary. movement is secured between the casing or driving member 'of the clutch and the rotor or driven member thereof. Inasmuch as in the illustrated arrangement there are four blades upon the rotor, there will be four compartments formed which I- have lettered in Fig. 4 as a, b, 0 and d. Assuming the parts to be in the position shown in Fig. 4,- it will be plain that a movement of the exterior casing or driving elementjp the direction of the arrow,assuming-the rotor to be stationary, will cause a gradual change in shape of the four pockets or compartments a, Z), c and d. As the driving element moves in-the direction offhe arrow, the compartment a willbecome smaller in depth, while 'the compartment d will become gradually larger, the blade forming ,the end wall of the compartment 0, being forced inward 1 while the blade forming the end wall of the compartment 0? isforced outward. The

compartment or pocket I I) also becomes smaller while the compartment 0 becomes larger. It will thereforebe seen that the compartments a and Z) on one side of a line cutting the partition wall or septum 51 and theaxis of the rotor become smaller upon a rotation of the casing in the direction of the arrow and the pockets or compartments 0 and cl on the other side of this line become of greater cubical content. The compartments 0 and d, therefore, growing larger as If the outlet or relief port be closed, it is obvious that the fluid in the compartments a and b will be compressed and that if this compression is extended sufliciently, the compressed fluid will act to bind the driving element to the driven element and said elemerits will move practically as one. Then the'relief ports are open, it will be obvious that the compressed fluid will flow out, will no longer act as a clutching agent between the driving and driven elements, and that the driving element will rotate independently of the driven element.

The rotor 26 is mounted upon a driven shaft designated 35 which is shown as formed integral with the rotor, this'shaft v35 passing through the opening 16 in the septum or partition 7 and through the opening 13 of the wall of the casing. Slidingly mounted upon the driven shaft 35 but rotatable therewith is a sleeve 36 having an annular flange 37, the face of which is formed with clutch teeth 38, these clutch teeth being adapted to coact with the clutch teeth 21 carried upon the plate 20. For the purpose of rotating the sleeve 30 with the shaft 35 but permitting a longitudinal shifting movement of this sleeve 36,1 provide keys 39 as shown in Fig. 2 which engage both the shaft 35 and the sleeve 36. The outer end of the sleeve 35 is screw threaded as at 41 (see Fig. 9) and mounted upon this screw threaded portion of the sleeve is a shipper ring 42 formed with spaced peripheral flanges'43 adapted to be engaged by a shipper yoke or any other of the usual or ordinary shifting devices. Preferably this ring 42 is interiorly screw'threaded for engagement with the screw threads 41, and also for engagement with a land44 which with packing 45 forms a stu ng box for the shaft 35. A gland 46 has screw threaded engagement with the wall of a recess 47 formed in the hub of the head 8 as illustrated in Fig. 2.

i This construction prevents the leakage of the rotor is formed with a central hub 48 which enters the recess 14. Surrounding the central hub is a ball bearing ring 49, and disposed between this ring 49 and the ring 15.are'antifriction balls 50. I do not limit myself to this particular antifriction mounting for the inner endof the rotor and shaft 35 as it is obvious that other forms of antifriction bearing might be provided if'desired. l

. As before stated, the wall of the casing is formedso as to provide chambers 22 and 23, these chambers being separated by an imperforate Web 51 (see Fig.4) which is disposed at that portion of the casing or driving element of the clutch. which is touched by the circumference of the rotor 26. On one side of this partition 51 the fluid medium will be, when the clutch is in action, under compression while on the other side of the partition the fluid medium will not be under compression but there will be a tendency to suck in the fluid medium into the space between the rotor and the casing.

It will be noted from Fig. 4 that'the cham- .ber 22 or the relief valve chamber is dis posed on the corz-mressionside of the partition 51 while the suction or inlet valve chamber is located on the suction 'or inlet side of the partition. The chamber 22 opens by l means of a relatively long port 52 into the interior of the rotor casing and the chamber 28 opens by means of a relatively long port 53 into the suction side of the casing. In order to equalize wear upon the edges of the blades 29, I preferably arrange these ports at an inclination, as' best shown in Fig. 7, the ports extending diagonally along the interior face of the casing so that as a blade sweeps past the port, the edge walls of the slot or port will traverse the entire depth of the blade edge. Thus the wear upon this blade edge caused by the walls of the port will be equalized. If the port ex-- tended circumferentially parallel to the sidewall of the rotor casing, the .wear would not be equal along the entire edge of the valve but certain portions of the valve would be submitted to a greater wear than certain other portions. The 'relief valve space or discharge space 22 opens by means of three ports 54, 55 and 56 into the fluid space 57 which is formed between the head 8 and} .are a plurality of valves 58, 59 and 60. Each valve isprovided with a valve stem 61, the outer end of which is mounted in a spider 62 fitted over the respective port while the in ner end is mounted in a socket 63 formed in the head 5. Surrounding the stem of each valve is a spring 64 which acts to force the valve to its seat. Each valve opens inward but is normally'held to its seat by means of the corresponding spring 64. It will be noted from Fig. 3 that the valves 58 and 60 are ofthe same area and that the ports 54 and 56 are of the same area; while the port 55 is smaller than the ports 54 and 56, and the valve 59 issmaller in area than the valves 58 and 60. It will also be noted that the spindle of the valve 59 is longer than the spindles of the valves 58 or 60.

The purpose in making the valve 59 smaller than the .valves 58 or 60 .is to permit the valves to be readily opened against the compression of thefluid in the space be tween the rotor and the casing and on the compression side thereof. It would be relatively difficult and require relatively consid- 22, but by opening the small valve 59 first,-

compression is relieved Within said chamber and then the valves 58 and 60 may be readily opened. VVhenthe valves 58, 59 and 60 are all opened, full relief is secured for the compressed fluid within the chamber 22 and this fluid being under compression will then pass into the chamber 57 For the purpose of actuating the valves 58, 59 and 60, I provide a lever 65 which is pivoted between ears 66 projecting outward from the outer face of the septum or partition 7. .The. outer end of this lever is extended to form a transverse bar 67 in alinement with the stems of the valves 58, 59and 60 so that when the outer end of the lever is depressed, the bar 67 will come-in contact with these valve stems. Inasmuch as the stem of the valve 59 is longer than the stems of the valves 58 and 60, the valve 59 will be first forced from its seat in the manner heretofore described and then the bar. 67 in its inward movement will engage the stems of valves 58 and .60 to move these valves from their seats. 4

' The inner end of the lever 65 is formed with a yoke or bifurcated portion 68 as shown fully in having downwardly projecting rounded lugs 69. These rounded lugs'are adapted to en- Fig. 10, this yoke at its ends gage in sockets 70, shown in dotted lines in I to its fullest extent as illustrated in Fig; 2,v

the springs 64 will keep the relief valves closed, but when the sleeve 36 is shifted outward, the relief valves will be opened.

The chamber 23 on the'suct ion side of the septum or partition 51 is provided with a port 71 which opens fronithe space 23 into the space 57. This port is controlled by a valve 72 which operates reversely to the valves 58, 59 and 60. In other words, while these last named valves open inward, the valve 72 is urged outward by a spring 72. This valve is mounted upon an actuating lever 73 )ivoted between ears 7% )ro'ectin I In order to permit the entrance of air'into. the space between the rotor and the casing.

or driving element of the clutch'at the time when the clutch is running free, I provide an air ductdesignated 76 which is shown clearly in Fig. --7. This duct is formed in the head'S and extends inward from a point adjacent to the opening 13 on the inside face of the head, extends radially outward through the head, then longitudinally along the flange 9, and registers with anopening in the septum or partition 7 through which it communicates with the chamber 23. This port may be of'any suitable form but as illustrated in Fig. 5, is approximately ellip- ,tical in shape. The passage of air through this port is controlled by means of a valve 77' mounted upon the partition or septum plate 7 and extending into the wall of the flange 9. As shown, this valve is formed with an inwardly extending arm 78 having a slot 79 therein. through which slot passes a stud 8O projecting from the face of the plate 7. The extremity of the --arm 78 is formed with a rack 81 engaged by apinion" 82 mounted upon a shaft 83 which forms the pivotal support for the lever 73 so that when the lever is shifted in either direction, the. shaft will be rotated in the same direction. This will cause the valve 77 to be shifted inward or outward to open or close the port 76. This valve 77 operates reversely to the valve 72, that is, when the valve 72 is open, the air port 76 is closed by the valve 77 and when the .valve 72 ,is closed the air port is open. I do not wish to be limited to the use of the valve for controlling this air port as it may be dispensed with in some cases.

Particular attention is called to the fact that the port 7 Ghasit's inlet end close to the axial center of the rotatable driving element.

This arrangement prevents, to a great extent, the entrance of oil or other fluid medium into the air duct. When the clutch is at rest, the fluid medium gathers in the lower portion of the casing and also more or less in the rotor chamber and the level of the oil is below the inlet of the duct 76.

lVhen the driving element is rotating, the oil therein is forced by centrifugal action toward the, periphery of the casing and away from the duct. A minute quantity of 'oil may enter the duct through the splashing of 011 in the'space 57, but this will not interfere with the operation of the clutch and is an advantage as the oil will lubricate the interior of the rotor casing and thereby reduce the friction between the blades, the sockets in which they move, and the face of the casing.

In order to strengthen the Walls of .the chambers 22 and 23, I provide transverse in section, Fig. 11, these webs having opening s 85 through them for the passage of For the purpose of preventing back pressure on the blades 29 when they are moving inward, I form the rotor'26 with passages or ducts 86 which open into the space behind the plate 31 in each of the recesses 27 and have an opening on the outer face of the rotor behind the clutch plate 20. It will thus webs designated 84, one of which is shown be seen that if there is any fluid behind these plates 31 as a blade moves inward, such fluid will be forced into the space between the face of the rotor and the clutch plate 20 and find its 'way into the reservoir chamber 57, as the plate 31 moves outward with the blade, fluid will be drawn into the space between the plate and the rear wall of the recess 27. .In order to balance the rotating casing or driving element and counterbalance the weight of the additional metal used to form the chambers 22 and 23, I form the opposite side of the casing with a relatively thick wall 87, as shown. clearly in Figs. 4

and 5.

- The operation of my invention is as follows: IVe will assume that the sleeve 36 has been shifted outward and therefore-that the driving element, namely the casing, is ro-'- tating with the fly wheel 2, and that the driven element, consisting of the 'rotor and shaft 35 is not rotating. In this position of the parts, as shown in Fig. 13 the head or flange 37 on the sleeve 36 has engaged the yoke 68 and opened the valves 58, 59 and 60,

and has also engaged the tail of the lever 73 several chambers a, b, 0' and d,'the casing will revolve freely with relation to the r0- tor. There will be practically no compres sion; the air as it is forced out through the 1 relief ports 54,55 and 56 on the compression side of the rotorwill pass into the chamber 57 and will then pass back into the induction or inlet side of the clutch through the air duct 76. Any tendency of the oil to flow inwardly through the relief valve under centrifugal action will be overcome by the air flowing out through said valves and the ef-' fort of the clutch to compress the fluid.

If the shipper .ring 42 be moved inward, the sleeve 36 will also move inwardly, as will be understood, and the valves 58 and 60 will close. Just before this occurs however the inlet valve 72 will corhmenceto open under the action of its spring. Oil will now be drawn inward through the inlet port 71 and will successively fill the spaces a, I), 0

and d, forcing what air there may be in these spaces out through the relief port 55;

i: As the sleeve moves farther inward, it will release the yoke 68 and lever 73 so that the valve 59 will close and the valve 72 will open fully. All the relief -ports will now be closed, the inlet valve will be fully opened,

and the air duct will be closed by the valve H 77, the spaces a, I), oand a? beingfilled with the oil, or other fluid medium. Under these circumstances, the continued rotation of the casing or driving element in the direction of the'arrow, Fig. 4, will tend to compress the fluid in'the spaces-a and b so that it will be impounded or choked in said spaces and the driven element or rotor 26 ,will move with the driving element or casing.

If there were no leakage around the ends and blades of the rotor, this impounded condition ofthe fluid and resultant loc lcing'of the driving and driven elements would con-1 vtinue-to exist indefinitely but there is slight leakage and I have provided for a positive engagement between the driven and the driving elements,- as the sleeve 36 moves inward after the driven element is hydraul i-.

cally clutched to the driving, element, even- 'tually the teeth 38 will engage with the teeth 21 and be locked thereto, and the-operator can control thetime of such engagement by shifting the-hing 42 more or less rapidly.

When it is desired to release the clutch, the

sleeve 36 is shifted outward, -This movement ,first releases the engagement between the clutch teeth 38 aha-2 1,1. leaving the relief valves closed and the-inlet valve open sothat the driven element' fi'emains hydraulically connected to thefdriving element. As the sleeve 36 is moved-farther outward, it engages the levers and 73 and actuates the same so as to simultaneously open. thevalve 59 and close the inlet valve 72. 'The'pressure' of the fluid medium will bethereby reduced plug 90.

and the driven element will runat a slower afl'ects the ability :of' the ride over each other and a tive engagement when the teeth slip into inblades of strain.

speed in relation to the driving element, and

continued outward movement of the sleeve will open the valves 58 and 60 and, consequently, entirely relieve the pressure on the rotor which will then-come to rest.

- The slight leakage above referred to is not a disadvantageous feature of this clutchbut on the contrary is of benefit. The pressure on the'compression side of the rotor chamber is very high, and the thrust against the rotor. chamber isvery great.v The leakage of oil or otherfluid medium around the ends "within the compression spaces. It must not Thus the v be understood that this leakage materially I clutch to run for long distances hydraulically. -The leakage is very slight continual sucking in of fresh fluid, and in practice the clutch may be run with a'hydraulic engagement between the driving and the driven elements for practically any desired distance and with the driven element and is compensated for .by the running atany desired ratio with relation to the driving element.

It is to be noted that the teeth 38 and 21 are inclined in the direction of rotationso that as the teeth 38 rotateupon the faces of -the. t1 2th 21, the sleeve will move'inward, as for instance, half the full depth of the teeth. This provides for an easy and smooth engagement between the clutch teeth'as they quick and posis terlocking engagement. I have found in practice that whenteeth are, not inclined in this manner there 1s wear upon the corners of the teeth and-that afull engagement for the .w-hole depth ofthe teeth is not secured.

lln'inclining the clutch teeth, however,I ob

viate these .difliculties. .It will also be seen that I provide a positive engagement between the driving and-the driven elements, not only for the reason that there is leakage of the fluid medium around theblades of the rotor, but :by this means l relieve these Any suitable means may be provided for filling the casing with oil or other fluid medium and I have illustrated in- Fig. 1 a filling opening closed by a plug 90, this filling .opening entering the reservoir chamber of thecasing, Drainage openings may also be provided, or the casing may be drained through the opening closed by the filling tially filledwith fluid instead of entirely full as they pass from the point where the space defined by the blades and the periphcry of the rotor and the rotor casing is of the greatest area to the point where this space gradually grows less. The chambersmayyhowever, extend beyond the ports.

\Vhile I have-referred to the relief valves as beingheld in place by their springs as a matter of fact, the springs are relatively light, and while they hold the relief values in place, it is principally the pressure of the fluid behind the valves which holds them in place. If there were no springs, the valves would close by-the fluid pressure. vI do not, therefore, wish to be limited to the use of springs as a means of holding the valves to their seats.

While I have illustrated what I believe to be the best and-most practical form of my invention, I do not wish to be limited thereto as it is obvious that many changes may be made in arrangement and details of construction without departing from the spirit of the invention, and that the clutch as illustrated may be modified in many particulars to suit; the exigencies of any special case.

What I claim is: 1, A clutch including a driving element, a driven element, one of said elements containing a fluid chamber, means for admitting fluid from the fluid chamber to the space between the elements, means for compressing said fluid in said space, means for relieving the compression and permitting the ejection of the fluid from the space between. the elements, and means for admitting air between said elements as the fluid is ejected. 2. X clutch including a driving element, a driven element spaced therefrom, one of said elements containing a fluid chamber,

valvecontrolled means for admitting air to the space between the driving and drlven elements, valve-controlled means for admitchamber and one of the elements being provided with aninlet port-and with a relief port, a valve controlling the communication between the inlet port and the fluid chamber, a valve controlling the communication between said chamber and the relief port, means for reversely actuating said valves to open the inlet port and close the relief port or close the inlet port and openthe relief port as the fluid medium leaves said space, means for admitting air to the space between the driving and driven elements, and means for compressing the fluid medium within the space between the driving and driven elements.

4. A clutch including a driving element, a driven element spaced therefrom to provide a space for the reception of a fluid medium, one of the elements containing a fluid chamber, the driving element being provided with an inlet port and with an out let port opening into the space between the elements and communicating with the fluid chamber, a .valve controlling the outlet port and opening from the fluid chamber, means for compressing the fluid in the space between the elements to hydraulically connect the elements, and shiftable means for actupression'between said elements and permitting the ejection of the said liquid medium. 6. A clutch including a driving element,

, a driven element, .v-alve controlled means for admitting air to the space between the driving and driven elements, valve controlled means for admitting liquids to the space between the driving and driven elements and thereby e ecting the air, means for compressing the liquid between the driving and driven elements, and valve controlled means for relieving the compression in said space and permitting the ejection of the fluid.

7. A' clutch including a driving element, a driven element spaced from each other to provide a space for the reception of a fluid medium, one of said elements being provided with an inlet port and with an outlet or relief port, a valve controlling the inlet port, a valve controlling the relief port, means for reversely actuating said valves to open the inlet port and close the relief port or open the relief port and close the inlet port, means for admitting air between the driving and driven elements when the relief port is opened and the inlet port closed, and means for compressing fluid medium within the space'between the driving and driven elements.

8. A clutch including a driving element al driven element spaced from each other to provide a space for the reception of fluid medium, the driving element being provided with an inlet chamber and with a relief chamber, each of said chambers having a port opening into said space and further, provided with an inlet and a relief port, re-

, spectively, a valve controlling the outlet or relief port, said valve opening inward against the pressure of fluid within said space, means for compressing the fluid 1 within said space to thereby hydraulically connect the driving and driven'elements, and shiftable means for actuating said valve to relieve said compression to thereby disconmeet the driving and driven elements. 1 9. A clutch including a driving element embodying a hollow casing divided by a partition into afluid chamber and a rotor chamber, a driven element embodyinga rotor disposed in the rotor chamber, the interior wall of said last named chamber being eccentric w to the axis of the rotor, means for admitting air between said elements, radially' projecting-shiftable blades mounted upon the rotor and contacting with the wall of the rotor chamber, said rotor chamber being proyided with ports opening into the fluid chamber, one of said ports being an inlet port andthe other a relief port, valves controlling said ports and the means for admitting air,and means for reversely actuating said valves to cause the opening of the inlet valve and theclosing of the relief valve or the closing off the inlet valve and the opening-ofsaid relief valve, the air admission means being open when the relief valve is open.

- 10 A lutch inqludin'g a driving element embodying a hollow casing divided by a partition into two chambers, a driven element'embodying a rotor disposed in one of 'said"chambers,.the interior wall of said last named chamber/being eccentric to theaxis of the rotor, the rotor contacting with the inner face of the rotor chamber at one point,

the driving elementbeing formed with an" inlet port leading'jfrom' the rotor chamber on one side of'said point of contact into-the other, "of 'said -fchambers and being also. formed with airelief' port leading from the rotor chamber on the other side of said point of contact, into the other chamber, a valve controlling said relief port, and means for closing-said valve. to permit compression of a fluidfmedium within said rotor chamber or opening valve to relieve said compression.

11. A clutch 'including-ia driving element embodying ahollow casingdivided by a partition into two chambers, a driven element .embodying a rotor disposed in one of said opening. the relief valve a the inlet valve.

chambers, .the interior wall of said' .last

.point of contact into the other chamber,

means for admitting air between the driving and driven elements, radially shiftable blades carried upon the rotor and contacting with the wall of the rotor chamber, a valve controlling the said inlet port, a valve controlling the said relief port', and means for normally holding the relief valve closed and the inlet valve open, and shiftable means for partly opening 'the relief valve and partly closing the inlet valve, or wholly nd' wholly closing 12. A clutch including a driving element embodying a hollow casing divided into two chambers, one of saidchambers constituting a rotor chamber, a driven element embodying a rotor disposed. in the rotor chamber, the driven and driving elements rotating about'a common axis but the wall of the rotor chamber beingeccentric to the periphcry of the rotor, the rotor touching the wall .of the rotor chamber at one point, radially ,shiftable blades mounted-upon the rotor to I a contact with the wall of'the rotor chamber, means for permitting a circulation of a fluid medium fromvthe other of said chambers into the rotor chamber and back into the first named chamber, andmeans for preventing a discharge of fluid medium from the rotor chamber 'butpermitting the inlet of fluid medium'theretd whereby to cause the compression of the fluid medium and the hydraulic connection [of the driving and driven elements. I

13; A clutch including a driving element embodying ahollow-cylindrical casing, and

a driven element-includingashaft and a 1'0- .tor mounted thereon, the driving element being divided into two chambers by a parti- 'tion-and the rotor being disposed in one of ,said chambers,- the-driving and driven elements having-a} common axis of rotation but the:interior face :or the rotor chamber being eccentric to said axis and said rotor contacting with said inner face at one point,

said casing bei-ng formed withfan inlet port opening intothe rotorichambenononeiside' of said point of contact and withan outlet or relief port opening'from-the rotor chamher on the other side of said point of contact,

both of said ports opening into the first named chamber of the rotor,.radially shift,-

able blades mounted upon the driving'element and engaging the wall of therrotor chamber, a plurality of valves controlling the outlet of the relief-port into said first named chamber, a member rotatable with but shiftable with relation to said driven member, and means actuated by said last named member for successively opening said relief valves.

14. A clutch including a driving element embodying a hollow casing divided into a fluid chamber and a rotor chamber by a partition extending at right angles to the axis of the element, a driven element embodying a rotor disposed within the rotor chamber and a shaft passing out of the casing and through the fluid chamber, the driving and driven elements having a common axis, the interior face of the drivin' element being eccentric to the rotor and th rotor touching said interior face at one point, the wall of the driving element being provided on one side of said point with a relief chamber having a port extending longitudinally in one direction partly around the face of the driv- .their seats, and means actuated by an outward movement of said sliding member for lifting the valves from their seats.

15. A clutch including a driving element embodying a hollow casing divided into a fluid chamber and a rotor chamber by a pain tition extending at right angles to the axis of the element, a driven element embodying a rotor disposed within the rotor chamber and a shaft passing out of the casing and through the fluid chamber, the driving and driven element having a common axis, the interior face of the driving element being eccentric to the rotor and the rotor touching said interioriace at one point, the wall of the driving element being provided on one side of said pointwith a relief chamber having a port extending longitudinally in one direction around the face of the driving element and being also provided on the other side of said point with an inlet chamber having an elongated poi-t communicating with the interior of the rotor chamber, said inlet and relief chambers having ports opening into the fluid chamber, radially mo'vable blades mounted upon the rotor and'urged against the interior face of the rotor chamber, a plurality of valves controlling the ports of the relief chamber, a valve controlling the port of the inlet chamber, a sliding member mounted upon saidshaft for rotation therewith but independently reciprocable, means normally urging the relief valves to their seats, means actuated by an outward movement of said sliding member for lifting the valves from their seats, means actuated by said movement of said'member for closing the inlet valve, the driving elementbeing formed with an air port communicating at one end with theinlet chamber of the driving element and at the'other end with the fluid chamber, and means actuated reversely to, the inlet valv,e for controlling the flow of air through said port.

16. A clutch including driving and driven elements, one of said elements embodying a hollow casing and the other a rotor disposed within the casing, both of said elements having a common ..axis of rotation but the interior face of the casing being eccentric to said axis, the rotor contacting with the ining" being formed in its interior face with ports disposed, one on eachside of said point of contact for the introductionand relief of fluid medium, said ports having the form of elongated slots extending diagonally to the axis of rotation of said elements, radially movable blades on the rotor urged into contact with the inner face of the rotor casing, and means for controlling flow through said ports whereby to permit or relieve compression between the rotor and the casing.

17. A hydraulic clutch including a driving element and a driven element, one of said elements embodying an outer rotatable cas ing, the other element embodying a rotor mounted within said casing,the driving and driven elements having a common axial center of rotation but the interior face of the casing being eccentric to said axial center,

the rotor touching said interior face at one point,-said rotor being formed with a plurality of pockets extending across its face, blades disposed in said pockets and slidable therein toward the face of the outer casing,

said blades being arranged at diametrically opposite points and having sockets in their 1nner edges, rods extending diametrically ner face of the casing at one point, said casthrough the rotor and being radially shiftabletherethrough and entering said pockets, follower plates disposed in said pockets and against the ends of the rods, heads on said plates entering the sockets in the blades, and springs fitted in said heads and said sockets and urging the blades resiliently outward.

18. A clutch including a driving element and a driven element, one of said elements embodying "a hollow casing and the other embodying a rotor, said elements having a common axis of rotation but the inner face of the hollow casing being eccentric to said of fiuid medium from the compression side her on one'side of said point of contact and assin out thro u h said outer casin a lu- P a a:

rality of relief valves controlling the outlet of said casing, means for normally holding the valves to their seats, means for raising the valves successively from their seats, and a slidablel member mounted upon said shaft but rotatable therewith, said member in its outward movement engaging said valve raising means to relieve the pressure within the compression chamber but onits inward movement permitting the valves to close, and means for shifting said member.

19: A clutch including a driving element and a driven element spaced from each other to provide a space for fluid medium, one of said elements being provided with an inlet port and with an outlet or relief port, said ports opening into said space, a plurality of valves controlling said relief ports, shiftable means for opening said relief valves in succession one afteranother, and means for compressing the fluid medium in said space .intosaid space, a plurality of valves con i trolling said relief ports,. means for compressing the fiuid-mediumwithin said space to thereby hydraulically connect the driving and the driven elements, and means engaging with one of said relief valves to open it and then engaging the remainder of the re lief valves to therebyrelieve the compressed fluid behind said valves.

. In testimony whereof I afix my signature 1n presence of two wltnesses.

CHARLES QLAlZTON MGR. [In 5.] v

' lVitnesses:

' CHAS. W. WARD,

FREDERIO B. WRIGHT. 

